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more radio calls after that.
“On the landing roll it became obvious that
something was not right. After some radio
calls, we were informed that this airport was
… a few miles short of … the intended point
of landing.”
Benefits of the Visual
Given the potential for error such as this wrong
airport approach and landing, why conduct
visual approaches at all? Who benefits from
visual approaches? Well, there are advantages
for flight crews and controllers alike.
When pilots cross-check the visual with available
electronic navigation, there is often a
reduction in the level of navigation effort
required; in addition there is a greater degree of
flexibility in the planning and execution of their
approach. Tighter sequencing, and what is often
a more direct route to the airport translates into
a reduction in flight time and fuel burn. At
smaller or more remote airports where “full”
approaches would otherwise be conducted, these
savings may be considerable.
For controllers, a visual approach is an essential
tool in the effort to maximize traffic flow
(especially at busier airports). Visual aproaches
dramatically reduce controller workload —
ATC’s IFR separation requirements are
eliminated and the pilot assumes the burden for
maintaining adequate separation.
by Perry Thomas
ASRS Directline Summer 1992 5
The “Dark” Side of the Visual
The visual approach, intended to benefit everyone,
frequently results in pilots experiencing
exactly the opposite effect. Visual approach
incidents reported to the ASRS frequently cite
confusion, with resultant stress on the flight
crews. There are a variety of performance errors
revealed in ASRS reports.
While I paint with a broad brush, bear in mind
that my negative impressions of the numerous
serious hazards inherent in the visual approach
have been gathered from reading and analyzing
hundreds of ASRS reports on visual approaches,
where the results of the visual approach
produced unwanted results.
The Wrong Objective
Many reports indicate that airports or runways
are either misidentified, or in some cases, lost
after initial (and correct) recognition.
“I called for slats, flaps, gear down, and
landing check. While turning final for the
runway, we both commented ‘This isn’t right,’
at which time the Approach Controller called
saying ‘Pull up, you’re looking at XXX [wrong
airport].’ ”
And in another incident, the First Officer
reports: “At 500 feet AGL the Captain realized
we were lined up with the wrong runway. I
called [out, saying] I was going around.”
Traffic
Too often the traffic that the flight crew agrees
to follow cannot be identified. In some instances,
the flight crew visually acquires the traffic, only
to lose it through distraction or other problems.
“While we were on a right downwind …
Approach asked us if we had the air carrier
widebody (which we were following), in sight.
We answered that we did. After we turned
onto a right base for Runway 24R, Approach
changed our Runway to 24L. I subsequently
put the new runway into the FMC and the
ILS into the … [navigation] radio. Approach
then called out small commuter traffic which
I acknowledged. I then asked the Captain
where the widebody was because I had lost
him in the ground clutter after tuning the
ILS….”
Misidentification of the required traffic is also a
problem, particularly at busier airports.
“ … [the Controller] asked us ‘Do you have the
… [aircraft] … at your 11 o’clock?’ We responded
we had the traffic. The traffic eventually
passed our 9 o’clock. The Captain started
his turn to base….”
Traffic that was following this reporter’s
flight queried the reporter’s perceived early
turn to base, and the reporter’s error was
then discovered:
“ … it’s really easy to pick out the wrong
aircraft like we did….”
6 Summer 1992 ASRS Directline
Visual approaches to parallel runways are
especially rich incident-producing events; it
seems logical that it is more difficult to maintain
visual contact with parallel traffic than
traffic you may be following to a single runway.
A constant flow of reports to ASRS on flawed
visual approaches highlights the hazards of
losing sight of close proximity traffic.
　
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